Valve-controlling mechanism for internal-combustion engines.



F. J.'MILLER.

VALVE CONTROLLING MEGHANBM FOR INTERNAL GOMBUSTION ENGINES.

APPLICATION FILED OCT. 4, 1909.

962,159,, Patented June 21, 1910.

2 SHEETS-SHEET 1.

' L'lfineses: Trank lmiueninven mt F. J. MILLER.

VALVE CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED 70012 4, 1909.

96%159; 1 Patented June 21, 1910.

2 SHEETS-SHEET 2.

L'l'l mea E 5: Fr'a nK J HiHf lnvxanim n FEANK J, MILLER, OF CLEVELAND, OHIO.

VALVE-CONTRDLLING MECHANISM FOR INTERNAL-COMBUSTION ENGINES;

scarce.

Specification of Letters Patent. EQtlenfiadllflflgZL 19M).

.lspplicationifiled Qetober e, 1909'. Serial No. 520,727; 4

Toall' whom.- it' may concern."

Be it known that l, FRANK J. MILLER,

citizen of the United States, residing at -Glcveland, in the county of Guyahoga and State of Ohio, have inveni'ied' certain new and useful Improvements in Valve-Controlling: Mechanisms for Internal-Combustion 'lthigines, of which the following is a. speci fieation.

This invention relates to certain improvements in valve controlling mechanism for internal combustion engines and has for its object to provide means for actuating the intake and exhaust valves of an engine which are disposed on opposite sides of the cylinder thereof by a single cam shaft and. a single cam in such a manner that the respective valves aregiven different timing, in order to increase the efficiency of the engine.

A further object is to provide an i1nproved means for mounting a rocking lever on a stationary pin so as to give the lever a limited swinging movement and preventing any lateral movement.

It has been found in engine construction, especially in automobile practice, that the efiiciency ofairengine is increased by having the-intake and exhaust valves disposedon opposite sides of the cylinder and alsoto have a difference in the timing of the said" valves, the timing of the opening of the exhaust valve being slightly greater than that of the intake valve. As this practice is common a further description thereof is not thought necessary.

The engine hereinafter described and shown in the accompanying drawings has the above features therein and also the desired construction of only one cam shaft, therefore reducing the necessity of. more than one cam shaft with all its accessories,

such as bearings, gearing, etc. By operating the valves from one cam a saving..1s also made,.as only'half' the number of cams are required to operate the valves, which are ordinarily used in engines having a variance in the timing ofthe opening of its valves.

The above objectsare attained by a novel construction and arrangement of parts as is hereinafter described and claimed and as illustrated in the accompanying drawings,'

in which Figure 1 is a vertical cross section of the engine, parts broken away, and Fig. 2 is a ve ical longitudinal section thereof.

Similar numerals refer to similar parts throughout the several drawin 's.

The engine as shown in the .rawings is of a double cylinder type and comprises cylin-' dcrs 1., pistons 2, crank casing 19, crank. shaft 30, opposed cranks 18, connecting rods 17,, intake ports 8, valves 5 therefor having a lower stem 7' and. push rods 7* arranged to. strike the stems, compression springs 11 hearing down on shoulders 9 to close the valves, exhaust ports 4-, valves 6 therefor having lower stems 8 and push rods 8, compression springs 11 hearing down on shoulders 10 on said stems to close the valves, as

is found in the standard engine of this type, together with a novel valve control.

ling mechanism. to-be hereinafter described. A. cam shaft 13 is located. directly below the push rods 8 which are providedvvith lower shoes 8 said. shaft bearing a cam 12 below each shoe 8, and the cam shaft is geared to the crank shaft by gears 16 and 29, the former being on the cam shaft and twice the diameter of the latter to give the cam shaft one half the timing ofthe crank shaft as is necessary in a four cycle engine.

Extending laterally across the top of the crank casing and between the connecting-- rods is a beam 27 having at the middle thereof a: longitudinally disposed sleeve 26 in which a bearing pin 23 is held with its ends extending beyond the ends of the sleeve but not far enough to interfere with the connecting rods. This pin. isv held rigid with the sleeve by a cotter pin 28.

The pin 23 at its ends has vertical holes 24 therein made by countersinking a recess on each side thereof which recesses unite to form said holes 24 having a small diameter at the middle and diverging to a larger diameter at the ends.

On the ends of the pin 23 and over the holes 24-v are mounted rockers having arms 22 and 20. .The sleeves 2.5 of the said rockers are mounted loosely on the pin 23 and 14 rest iagainst the cams underall conditions, springs 11.

In eratlon, the cams 12 as they revolve due to the compression of with t e foam shaft impart a downward rnove nent'to the arms '22 on the firstgdowm ward stroke of the piston, thus raising arms 20 to liftthe intake valves from their seats to allow proper intake of combustible gases; on the next or upward stroke the cams have assed the shoes 14 and the valves have een closed by the compression of the springs 11 and the combustible gases are then compressed as the iston rises; on the second downward stro e, the compressed gases are ignited by any convenient ignition system and the engine is given its motive power; on the last or second upward stroke the cams 12 lift the rods 8 and obviously open the exhaust valves to allow the burnt gases to escape. The cam 12 in sliding over the face of the shoe8 and the face'of the shoe 14 gives the shoe 14 and valve 5 operatively connected .bevel lessening the timing of the correspon'di'ng valve. 4

.The hole 24; allows the-pin 21 and necessarily the rocker comprising arms 20 and 22 a limited swing due to the countersink at the ends of the hole, alateral-movement thereof is prevented as the central portion thereof bears lightly against; the pin 21.

This also reduces the friction; the pin'21 having only one point of contact with the pin 23 on all sides thereof at the center.

The shoesv8 of push rods 8* and'the shoes 14 of the rockers may be substituted by rollers as are ordinarily used. for this purpose, if desired, and where it is not essential that there should be adifference in the timin of the intake and exhaust valves. This su stitution is preferable when the valves of the engine are to be given equal timing and this'substitution if made is considered to come within the scope of this invention.

This mechanismcan be adapted to various engines without departing from the spirit and scope' of the following claims and the invention is not restricted to the form and so arrangement of parts as described and 1 shown.

' I claim as my invention: 1. In an internal combustion engine, a

valve ear includin i neombination a beefing pin having a hole therethrough, the said hole diverging from the middle to its ends, a support for saidpin, a rocker fulcrumed on said pin and operatively connected to the valve, a pin rigid with the rocker and '70- extending through the said hole, and means to operate the rocker. I

2. The combination with a cylinder hav- :ing inlet and exhaust valves at opposite sides thereof, and a crank casing'having guides at opposite sides thereof, of push rods working in said guides, to open the valves respectively a shaft located within the casing adjacent the inner end of one of the push rods and having a cam bearing I thereon, and a rocker extending across the open end of the cylinder and within the casing and bearing atone end on the cam and at the other 'endon the other push rod.

3. The combination with parallel cylinders'having inlet and exhaust valves at opposite sides thereof, and a crank casing to which the cylinders are joined, of push rods working through the casing at opposite sides thereof, to open the valves respectively, a

shaft extending across the casing and pro-- vided with cams bearing on the push rods at I one side of the cylinders, and rockers mounted on bearings in the crank shaft and extending across the open ends of the cylinders a5 and bearing at one end on the cams at the other end. on the push rods at the other side of the cylinders.

4. In a valve gear for an 1nternal'combushaving inlet'and exhaust valves on opposite sldes thereof, push rods arranged on opposite sides of the cylinder to open the valves tion engine, the combination with a cylinder-10o respectively, a shaft adjacent the end of one of the push rods and having a cam bearing on said rod to operate same, and a rocker extending across the open end of the cylinder and bearln at one end on the cam and -at the other one on the other push rod. In testimony whereof, I do aflixmy signa- 1 10 ture in presence of two witnesses.

' FRANKJ. MILLER; lVitnesses:

STEDMAN J. ROCKWELL, MONROE E. MILLER. 

